JPWO2018189886A1 - Entrance avoidance control device and entrance avoidance control method - Google Patents

Abstract

The position prediction unit (13) predicts the future position of the vehicle using the current position information and the travel information. The first use determining unit (15) determines whether the current position information can be used, and the second use determining unit (16) determines whether the location information, such as map data or traffic information, can be used. The control start determination unit (17) determines that the first use determination unit (15) determines that the current position information is usable, and the second use determination unit (16) determines that the location information is usable. If the future position of the vehicle predicted by the position prediction unit (13) is located at "a place where the vehicle should not enter" determined based on the location information, an automatic brake operation or an automatic handle operation is instructed Output control signal.

Description

  The present invention relates to an approach avoidance control device that controls a vehicle to avoid entering a place where the vehicle should not enter.

  For example, Patent Document 1 describes a reverse travel prevention device for a vehicle which determines whether or not there is an entry prohibited road in the predicted traveling direction of the vehicle by capturing and image-recognizing a guide plate, a sign, etc. It is done. When the driver of the vehicle is going to lead the vehicle in the direction to enter the entry prohibited road, the vehicle reverse run prevention device of Patent Document 1 instructs the accelerator control unit or the brake control unit to decelerate the vehicle. Control to be executed.

JP, 2009-140250, A

In the vehicle reverse run prevention device of Patent Document 1, a discriminant function is applied to a plurality of pieces of information to determine whether or not there is an entry prohibited road in the predicted traveling direction, and imaging and image recognition are performed by an external camera. The presence or absence of the guide plate and the presence or absence of a sign or the like captured and recognized by the camera outside the vehicle are input as variables of the discrimination function.
As described above, the vehicle reverse running prevention device of Patent Document 1 has an external camera with a performance capable of imaging and image recognition of a guide plate, a sign, and the like for processing to prevent the vehicle from entering the entry prohibited road. Had to be used.

  This invention was made in order to solve the above subjects, and even if it does not use a camera, it can control the said vehicle so that a vehicle may not enter into "the place which a vehicle should not enter". It aims at obtaining an approach avoidance control device.

  The entry avoidance control device according to the present invention includes a position acquisition unit for acquiring current position information of a vehicle, a traveling information acquisition unit for acquiring traveling information related to traveling of the vehicle, current position information acquired by the position acquisition unit, and traveling. A position prediction unit that predicts the future position of the vehicle using the travel information acquired by the information acquisition unit, a location information acquisition unit that acquires location information including road conditions around the current position of the vehicle, and a position acquisition unit Based on the reliability of the current position information acquired by the device, based on the reliability of the position information acquired by the first use determination unit that determines whether the current position information is usable or not, and the availability of the position information And the second usage determination unit determines that the current location information is usable, and the second usage determination unit determines that the location information is usable, and the position prediction unit Future position of the vehicle that Is determined based on the location information acquired by the location information acquisition unit, and the control start determination unit outputs a control signal instructing automatic brake operation or automatic handle operation when the vehicle is located at a place where the vehicle should not enter It is characterized by having.

  According to the present invention, the future position of the vehicle is obtained using the current position information of the reliability determined by the first use determination unit and the reliability location information determined by the second use determination unit. When the position is located at "a place where the vehicle should not enter" determined based on the location information, the control start determination unit instructs an automatic brake operation or an automatic handle operation, so that "vehicle The vehicle can be controlled so that the vehicle does not enter a place where the vehicle should not enter.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the approach avoidance control apparatus which concerns on Embodiment 1 of this invention, and the structure of the periphery of it. It is a figure which shows the structure of the approach avoidance control apparatus which concerns on Embodiment 1 of this invention. FIGS. 3A and 3B are diagrams showing an example of a hardware configuration of the approach avoidance control device according to the first embodiment of the present invention. It is a flowchart which shows an example of the process by the approach avoidance control apparatus which concerns on Embodiment 1 of this invention. It is an image figure of a process by the approach avoidance control device according to the first embodiment of the present invention. It is an image figure of a process by the approach avoidance control device according to the first embodiment of the present invention. It is an image figure of a process by the approach avoidance control device according to the first embodiment of the present invention. It is an image figure of a process by the approach avoidance control device according to the first embodiment of the present invention. It is a figure which shows the modification of the approach avoidance control apparatus which concerns on Embodiment 1 of this invention. 10A to 10D are diagrams showing an example of a warning image. It is a figure which shows the case where the approach avoidance control apparatus which concerns on Embodiment 1 of this invention is built by the vehicle-mounted information device which mutually cooperates, a server, and a portable terminal.

Hereinafter, in order to explain the present invention in more detail, a mode for carrying out the present invention will be described according to the attached drawings.
Embodiment 1
FIG. 1 is a diagram showing a configuration of an approach avoidance control device 1 according to Embodiment 1 of the present invention and the periphery thereof. FIG. 1 also shows other devices that input and output information with the entry avoidance control device 1. FIG. 2 is a diagram showing an internal configuration of the entry avoidance control device 1. In the first embodiment, the entry avoidance control device 1 is built in the on-vehicle information device 20 such as a car navigation device.

The entry avoidance control device 1 includes a position acquisition unit 10, a vehicle state acquisition unit 11, a vehicle information acquisition unit 12, a position prediction unit 13, a location information acquisition unit 14, a first use determination unit 15, and a second use determination unit 15. It has a use determination unit 16 and a control start determination unit 17.
The position acquisition unit 10 acquires current position information of a vehicle from a Global Navigation Satellite System (GNSS) receiver 21a. The position acquisition unit 10 outputs the acquired current position information to the position prediction unit 13. The GNSS receiver 21a is, for example, a GPS (Global Positioning System) receiver, and calculates the current position of the vehicle using radio waves transmitted from GNSS satellites and received by the GNSS antenna 21b, and indicates the current position. The position information is output to the entry avoidance control device 1.

The vehicle state acquisition unit 11 and the vehicle information acquisition unit 12 acquire traveling information related to traveling of the vehicle. The vehicle state acquisition unit 11 and the vehicle information acquisition unit 12 constitute a travel information acquisition unit.
The travel information acquired by the vehicle state acquisition unit 11 is output from the sensor 22. The sensor 22 is, for example, an acceleration sensor, detects a state of the vehicle such as the vertical direction of the vehicle, and outputs the state to the approach avoidance control device 1. The vertical direction of the vehicle detected by the acceleration sensor indicates whether the slope of the road on which the vehicle is traveling is an upward slope or a downward slope, and the amount of inclination. The vehicle state acquisition unit 11 outputs the travel information acquired from the sensor 22 to the position prediction unit 13.

  The travel information acquired by the vehicle information acquisition unit 12 is output from the vehicle system 24. The travel information output from the vehicle system 24 is input to the vehicle information acquisition unit 12 via the vehicle information acquisition circuit 23. The vehicle system 24 centrally manages and controls the vehicle, and the vehicle information acquisition circuit 23 is, for example, a CAN (Controller Area Network). The vehicle system 24 outputs information of the vehicle such as a diameter of a tire wheel mounted on the vehicle, a traveling direction of the vehicle, and vehicle speed information detected by a vehicle speed sensor (not shown) to the entry avoidance control device 1. The vehicle information acquisition unit 12 outputs the travel information acquired from the vehicle system 24 to the position prediction unit 13.

  The position prediction unit 13 predicts the future position of the vehicle after the set time, using the current position information acquired by the position acquisition unit 10 and the travel information acquired by the vehicle state acquisition unit 11 and the vehicle information acquisition unit 12. Do. The position prediction unit 13 predicts the future position of the vehicle, for example, on the assumption that the vehicle moves from the current position while maintaining the current speed and traveling direction. The position prediction unit 13 outputs the predicted future position of the vehicle to the control start determination unit 17. For example, since the vehicle speed information detected by the vehicle speed sensor (not shown) is a pulse signal indicating the number of rotations of the tire wheel, the position prediction unit 13 calculates the speed of the vehicle using the vehicle speed information and the diameter of the tire wheel And predict the future position of the vehicle using the calculated speed. When the road on which the vehicle is traveling is a slope, there is a difference between the distance traveled by the vehicle and the distance traveled by the vehicle on a flat map, so the position prediction unit 13 detects the output of the sensor 22 The vertical orientation is used to predict the future position of the vehicle taking into account the difference.

The location information acquisition unit 14 acquires location information including road conditions around the current position of the vehicle.
The location information acquisition unit 14 acquires map data as location information from outside via the map acquisition circuit 25. The location information acquisition unit 14 stores the acquired map data in the memory 26. The map acquisition circuit 25 is, for example, WLAN (Wireless Local Area Network), Bluetooth (registered trademark), USB (Universal Serial Bus), or the like. Thus, the location information acquisition unit 14 can acquire map data from the Internet, a portable terminal storing map data, a storage device storing map data, or the like. Also, as the on-vehicle information device 20 has a communication device compatible with LTE (Long Term Evolution), the communication device functions as the map acquisition circuit 25 so that the map acquisition circuit 25 can directly connect to the Internet. May be

  In addition, the location information acquisition unit 14 acquires traffic information as location information from the outside through the traffic information acquisition circuit 27. The location information acquisition unit 14 stores the acquired traffic information in the memory 26. The traffic information acquisition circuit 27 is, for example, a WLAN, and the location information acquisition unit 14 can acquire traffic information from the Internet. The traffic information acquisition circuit 27 may be, for example, a VICS (Vehicle Information and Communication System (registered trademark) receiver). Further, as in the case of the map acquisition circuit 25, a communication device compatible with LTE may be functioned as the traffic information acquisition circuit 27 so that the traffic information acquisition circuit 27 can be directly connected to the Internet.

The first use determination unit 15 determines the availability of the current position information acquired by the position acquisition unit 10 based on the reliability of the current position information. The first usage determining unit 15 can use, for example, a CN (Carrier to Noise) ratio detected by the GNSS receiver 21 a as an indicator of the reliability of the current position information. Alternatively, the first usage determining unit 15 can use, for example, the number of GNSS satellites captured by the GNSS receiver 21a as an indicator of the reliability of the current position information. The first usage determining unit 15 acquires the CN ratio detected by the GNSS receiver 21a from the GNSS receiver 21a, or acquires the number of GNSS satellites acquired by the GNSS receiver 21a, and determines the current position information. Used as an indicator of reliability. Alternatively, the first usage determining unit 15 acquires the CN ratio detected by the GNSS receiver 21a, and acquires the number of GNSS satellites acquired by the GNSS receiver 21a, and combines the both to use as an index of reliability. You may
The first use determination unit 15 compares the index of reliability acquired from the GNSS receiver 21a with a first threshold. The first threshold is set to a value at which the future position of the vehicle can be appropriately predicted using the current position information. Then, the first use determination unit 15 outputs whether the current position information acquired by the position acquisition unit 10 is usable or unusable to the control start determination unit 17 as a determination result.

The second use determination unit 16 determines the availability of the map data acquired by the location information acquisition unit 14 based on the reliability of the map data. The second use determination unit 16 can use, for example, an acquisition date of map data, a creation date of map data, a distribution source of map data, or the like as an index of the reliability of map data. In addition, the second use determination unit 16 may combine the acquisition date and time, the creation date and time, the distribution source, and the like to be used as an index of reliability. For example, as the acquisition date of map data is more recent, the reliability of the map data becomes higher. Further, as the creation date of map data is more recent, the reliability of the map data becomes higher. Moreover, the reliability of the said map data becomes high, so that the delivery origin of map data is a reliable company. The user of the vehicle can appropriately set the approach avoidance control device 1 via an input device (not shown) as to which operator and how much trust they place.
Information such as the acquisition date and time of map data, the creation date and time of map data, and the distribution source of map data is simultaneously acquired when the location information acquisition unit 14 acquires map data, and is stored in the memory 26. The second use determination unit 16 accesses the memory 26 and acquires information to be used as an index of reliability from among various information stored in the memory 26.
The second use determination unit 16 compares the index of reliability acquired from the memory 26 with a second threshold. The second threshold is set to a value that is considered to reflect the actual condition of the road and its surroundings without problems. Then, the second use determination unit 16 outputs whether the map data acquired by the location information acquisition unit 14 is usable or not to the control start determination unit 17 as a determination result.

In addition, the second use determination unit 16 determines the availability of the traffic information acquired by the location information acquisition unit 14 based on the reliability of the traffic information. The second use determination unit 16 can use, for example, the acquisition date and time of the traffic information, the creation date and time of the traffic information, or the distribution source of the traffic information as the index of the reliability of the traffic information. In addition, the second use determination unit 16 may combine the acquisition date and time, the creation date and time, the distribution source, and the like to be used as an index of the reliability. For example, as the acquisition date of traffic information is more recent, the reliability of the traffic information becomes higher. Moreover, the reliability of the said traffic information becomes high, so that the preparation date of traffic information is recent. Moreover, the reliability of the said traffic information becomes high, so that the delivery origin of traffic information is a reliable company. The user of the vehicle can appropriately set the approach avoidance control device 1 via an input device (not shown) as to which operator and how much trust they place.
Information such as the acquisition date and time of the traffic information, the creation date and time of the traffic information, and the distribution source of the traffic information is simultaneously acquired when the location information acquisition unit 14 acquires the traffic information, and is stored in the memory 26. The second use determination unit 16 accesses the memory 26 and acquires information to be used as an index of reliability from among various information stored in the memory 26.
The second use determination unit 16 compares the index of reliability acquired from the memory 26 with a third threshold. The third threshold value is set to a value that is considered to be a level at which actual traffic congestion or actual construction conditions are reflected without problems. Then, the second use determination unit 16 outputs whether the traffic information acquired by the location information acquisition unit 14 is usable or not to the control start determination unit 17 as a determination result.

The control start determination unit 17 outputs a control signal to the brake control system 29 or the steering device 30 via an IF (interface) circuit 28. The control signal is a signal for instructing the brake control system 29 to perform an automatic brake operation, or a signal for instructing the steering device 30 to perform an automatic steering operation. The IF circuit 28 is, for example, a CAN.
The control start determination unit 17 determines the future position of the vehicle based on the map data, using the future position of the vehicle predicted by the position prediction unit 13 and the map data acquired by the location information acquisition unit 14 It is determined whether it is located at "a place where the vehicle should not enter". Then, in the case where the determination result output from the first use determination unit 15 indicates that the current position information can be used, and the determination result output from the second use determination unit 16 indicates that map data can be used. If it is determined that the future position of the vehicle is located at "a place where the vehicle should not enter" determined based on map data, the control start determination unit 17 controls the brake control system 29 or the steering device 30. Output a signal.

  In addition, the control start determination unit 17 determines the future position of the vehicle based on the traffic information using the future position of the vehicle predicted by the position prediction unit 13 and the traffic information acquired by the location information acquisition unit 14. It is determined whether the vehicle is located at "a place where the vehicle should not enter". Then, in the case where the determination result output from the first use determination unit 15 indicates that the current position information can be used, and the determination result output from the second use determination unit 16 indicates that the traffic information can be used. The control start determination unit 17 controls the brake control system 29 or the steering device 30 when it is determined that the future position of the vehicle is located at "a place where the vehicle should not enter" determined based on traffic information. Output a signal.

Next, a hardware configuration example of the entry avoidance control device 1 will be described using FIGS. 3A and 3B.
The position acquisition unit 10, the vehicle state acquisition unit 11, the vehicle information acquisition unit 12, the position prediction unit 13, the location information acquisition unit 14, the first use determination unit 15, the second use determination unit 16, and the control start of the entry avoidance control device 1 Each function of the determination unit 17 is realized by a processing circuit. The processing circuit may be dedicated hardware or a CPU (Central Processing Unit) that executes a program stored in the memory. The CPU is also called a central processing unit, a processing unit, a computing unit, a microprocessor, a microcomputer, a processor or a DSP (Digital Signal Processor).

  3A shows a position acquisition unit 10, a vehicle state acquisition unit 11, a vehicle information acquisition unit 12, a position prediction unit 13, a location information acquisition unit 14, a first use determination unit 15, a second use determination unit 16, and a control start determination unit. It is a figure which shows the example of a hardware configuration at the time of implement | achieving the function of each part of 17 by the processing circuit 101 which is dedicated hardware. The processing circuit 101 may be, for example, a single circuit, a complex circuit, a programmed processor, a parallel programmed processor, an application specific integrated circuit (ASIC), a field programmable gate array (FPGA), or a combination thereof. Do. Position acquisition unit 10, vehicle state acquisition unit 11, vehicle information acquisition unit 12, position prediction unit 13, location information acquisition unit 14, first use determination unit 15, second use determination unit 16, and control start determination unit 17 The functions may be realized by combining separate processing circuits 101, or the functions of each part may be realized by one processing circuit 101.

  3B shows a position acquisition unit 10, a vehicle state acquisition unit 11, a vehicle information acquisition unit 12, a position prediction unit 13, a location information acquisition unit 14, a first use determination unit 15, a second use determination unit 16, and a control start determination unit. FIG. 18 is a diagram illustrating an example of a hardware configuration in the case where the functions of the units 17 are realized by the CPU 103 that executes a program stored in the memory 102. In this case, the position acquisition unit 10, the vehicle state acquisition unit 11, the vehicle information acquisition unit 12, the position prediction unit 13, the location information acquisition unit 14, the first use determination unit 15, the second use determination unit 16, and the control start determination unit 17 The function of each part of is implemented by software, firmware, or a combination of software and firmware. The software and the firmware are described as a program and stored in the memory 102. The CPU 103 reads out and executes the program stored in the memory 102 to obtain the position acquisition unit 10, the vehicle state acquisition unit 11, the vehicle information acquisition unit 12, the position prediction unit 13, the location information acquisition unit 14, and the first usage determination. The functions of each unit of the unit 15, the second use determination unit 16, and the control start determination unit 17 are realized. That is, the entry avoidance control device 1 has a memory 102 for storing a program or the like that results in execution of steps ST1 to ST6 shown in the flowchart of FIG. 4 described later. In addition, these programs include a position acquisition unit 10, a vehicle state acquisition unit 11, a vehicle information acquisition unit 12, a position prediction unit 13, a location information acquisition unit 14, a first use determination unit 15, a second use determination unit 16, and control. It can also be said that the procedure or method of each part of the start determination unit 17 is to be executed by a computer. Here, the memory 102 is, for example, nonvolatile or volatile, such as a random access memory (RAM), a read only memory (ROM), a flash memory, an erasable programmable ROM (EPROM), or an electrically erasable programmable ROM (EEPROM). A semiconductor memory or a disk-shaped recording medium such as a magnetic disk, a flexible disk, an optical disk, a compact disk, a mini disk, or a DVD (Digital Versatile Disc) or the like corresponds to this.

  The position acquisition unit 10, the vehicle state acquisition unit 11, the vehicle information acquisition unit 12, the position prediction unit 13, the location information acquisition unit 14, the first use determination unit 15, the second use determination unit 16, and the control start determination unit 17 The functions of each unit may be partially realized by dedicated hardware and partially realized by software or firmware. For example, the function of the position acquisition unit 10, the vehicle state acquisition unit 11, the vehicle information acquisition unit 12, and the location information acquisition unit 14 is realized by a processing circuit as dedicated hardware, and the position prediction unit 13, the first usage determination The function of the unit 15, the second use determination unit 16, and the control start determination unit 17 can be realized by the processing circuit reading and executing a program stored in the memory.

  As described above, the processing circuit includes the position acquisition unit 10, the vehicle state acquisition unit 11, the vehicle information acquisition unit 12, the position prediction unit 13, and the location information acquisition unit 14 according to hardware, software, firmware, or a combination thereof. The functions of the first use determination unit 15, the second use determination unit 16, and the control start determination unit 17 can be realized.

Next, an example of processing by the entry avoidance control device 1 configured as described above will be described using the flowchart shown in FIG. 4. In FIG. 4, a case where the location information acquisition unit 14 acquires map data will be described as an example. The process shown in the flowchart of FIG. 4 is periodically performed, for example, when the engine of the vehicle is turned on.
For example, when the engine of the vehicle is turned on, the position acquisition unit 10 starts acquiring the current position information from the GNSS receiver 21a, the vehicle state acquisition unit 11 from the sensor 22, and the vehicle information acquisition unit 12 from the vehicle system 24. Acquisition of travel information is started (step ST1). The position acquisition unit 10 outputs the acquired current position information to the position prediction unit 13. The vehicle state acquisition unit 11 and the vehicle information acquisition unit 12 output the acquired travel information to the position prediction unit 13. Since the current position information and the traveling information change from moment to moment, the position acquisition unit 10, the vehicle state acquisition unit 11, and the vehicle information acquisition unit 12 repeat acquisition and output of each information thereafter.

Subsequently, the second use determination unit 16 obtains the map data acquisition date and time, the creation date and time, and the information such as the distribution source of the map data acquired by the location information acquisition unit 14 and stored in the memory 26. It is acquired from the memory 26 as an index, and it is determined whether the map data is usable (step ST2).
When the second use determination unit 16 determines that the map data can not be used because the reliability index is lower than the second threshold (step ST2; NO), the entry avoidance control device 1 performs the automatic braking operation or the automatic steering wheel The process ends without instructing any of the operations.
Here, the case where map data is acquired at the time of the last travel and the like and stored in the memory 26 has been described as an example, but the second use determination unit 16 performs step ST2 after the engine of the vehicle is turned on. The location information acquisition unit 14 may perform processing for acquiring map data and storing it in the memory 26 until the processing is started.

On the other hand, when the second use determining unit 16 determines that the map data is usable because the index of reliability is equal to or greater than the second threshold (step ST2; YES), the first use determining unit 15 continues. The CN ratio or the like is acquired from the GNSS receiver 21a as an index of the reliability of the current position information, and it is determined whether the current position information acquired by the position acquisition unit 10 is usable (step ST3).
When the first use determination unit 15 determines that the current position information can not be used because the reliability index is lower than the first threshold (step ST3; NO), the entry avoidance control device 1 performs the automatic braking operation or the automatic The process ends without instructing any of the handle operations.

On the other hand, when the first use determination unit 15 determines that the current position information is usable because the index of reliability is equal to or more than the first threshold (step ST3; YES), the position prediction unit 13 subsequently The future position of the vehicle after the set time is predicted using the current position information acquired by the position acquisition unit 10 and the travel information acquired by the vehicle state acquisition unit 11 and the vehicle information acquisition unit 12 (step ST4). The position prediction unit 13 outputs the predicted future position of the vehicle to the control start determination unit 17.
The set time is dynamically set according to, for example, the speed of the vehicle. The faster the speed of the vehicle, the longer it will take for the driver to brake and then stop. Thus, in order to allow the driver to stop the vehicle before the vehicle enters "where the vehicle should not enter", the set time is dynamically increased so that the current vehicle speed is faster. It is set. Alternatively, the setting time may not be dynamically set according to the speed of the vehicle, but may be uniformly set regardless of the speed of the vehicle. In this case, for example, even if the vehicle travels at the maximum speed possessed by the vehicle, the time for which the driver can stop the vehicle before the vehicle enters the “place where the vehicle should not enter”, the set time It is set uniformly as
When the set time is set dynamically, the timing at which the automatic brake operation is performed is adjusted according to the current speed of the vehicle, so the automatic brake operation may not be performed earlier than necessary. In that respect, it is preferable to the case where the setting time is set uniformly.

Subsequently, the control start determination unit 17 determines the future position of the vehicle based on the map data, using the future position of the vehicle predicted by the position prediction unit 13 and the map data stored in the memory 26. It is determined whether or not the vehicle is located at "a place where the vehicle should not enter" (step ST5).
If the control start determination unit 17 determines that the future position of the vehicle is not located at the "place where the vehicle should not enter" determined based on the map data (step ST5; NO), the process returns to the process of step ST3. .

  On the other hand, when control start determination unit 17 determines that the future position of the vehicle is located at "a place where the vehicle should not enter" determined based on the map data (step ST5; YES), control start determination unit 17 Outputs a control signal to the brake control system 29 or the steering device 30, and instructs automatic braking operation or automatic steering wheel operation (step ST6).

  FIG. 5 is an image diagram of processing by the entry avoidance control device 1. Although FIG. 5 shows that the vehicle has reached position A1 and has reached a double road, the driver is unable to perform appropriate driving due to poor physical condition or the like. The first use determination unit 15 and the second use determination unit 16 at least when the vehicle reaches the position A1, the map data reliability and the current position information reliability are high, so the map data and the current position information It shall be judged that it can be used. When the future position A2 of the vehicle predicted by the position prediction unit 13 is located beyond the double-sided road through the road in the map data when the vehicle reaches the position A1, the control start determination unit 17 performs the brake control The system 29 is instructed to perform an automatic brake operation. In this way, the vehicle can stop without entering the "place where the vehicle should not enter", which is beyond the double-sided road through the road. Note that the control start determination unit 17 may instruct the steering device 30 to perform an automatic steering operation in which the vehicle turns right or left along a chopped road. Alternatively, the control start determination unit 17 may instruct the brake control system 29 to perform an automatic brake operation, and may instruct the steering device 30 to perform an automatic steering operation to move the vehicle to the road shoulder. In this case, the approach avoidance control device 1 can stop the vehicle on a relatively safe road shoulder when the vehicle stops. As described above, the control start determination unit 17 instructs the brake control system 29, the steering device 30, or both of them to automatically control the vehicle.

FIG. 6 is an image diagram of processing by the entry avoidance control device 1. FIG. 6 exemplifies a case where the driver can not perform appropriate driving due to poor physical condition or the like at position B1 while the vehicle is traveling on a straight road. The first use determination unit 15 and the second use determination unit 16 at least when the vehicle reaches the position B1, the map data reliability and the current position information reliability are high, so the map data and the current position information It shall be judged that it can be used. When the future position B2 of the vehicle predicted by the position prediction unit 13 is located on the road shoulder which has been projected off the road in the map data when the vehicle reaches the position B1, the control start determination unit 17 automatically generates the brake control system 29. Instruct the brake operation. In this way, the vehicle can be stopped without protruding onto the road shoulder and entering "a place where the vehicle should not enter". Also in this case, the control start determination unit 17 may instruct the steering device 30 or both of the brake control system 29 and the steering device 30 to automatically control the vehicle.
Also, when the vehicle reaches the position B1, similarly, the first use determination unit 15 and the second use determination unit 16 determine that the map data and the current position information are determined to be usable, so that position prediction is possible. Even when the future position B3 of the vehicle predicted by the unit 13 is located in "a place where the vehicle should not enter" in the opposite lane in the map data, the control start determination unit 17 performs an automatic brake operation on the brake control system 29, or It instructs the steering device 30 to operate the automatic steering wheel.

FIG. 7 is an image diagram of processing by the entry avoidance control device 1. In FIG. 7, when the vehicle at the position C1 is about to stop in a parking lot adjacent to a building such as a convenience store, the case where the driver mistakenly steps on the brake pedal and the accelerator pedal is taken as an example. The first use determination unit 15 and the second use determination unit 16 at least when the vehicle reaches the position C1, the map data reliability and the current position information reliability are high, so the map data and the current position information It shall be judged that it can be used. When the future position C2 of the vehicle predicted by the position prediction unit 13 is located at the building location in the map data when the vehicle reaches the position C1, the control start determination unit 17 performs an automatic brake operation on the brake control system 29. To indicate. Thus, the vehicle can be stopped without entering the building where the vehicle should not enter. Also in this case, the control start determination unit 17 may instruct the steering device 30 or both of the brake control system 29 and the steering device 30 to automatically control the vehicle.
Further, in the case shown in FIG. 7, the vehicle information acquisition unit 12 may also acquire the depression amount of the accelerator pedal as travel information and use it for predicting the position in the position prediction unit 13. That is, even if the speed of the vehicle itself is low, if the depression amount of the accelerator pedal is large, it is predicted that the vehicle will collide with the building. The vehicle information acquisition unit 12 can acquire the depression amount of the accelerator pedal from the vehicle system 24 in the same manner as other travel information.

  In the flowchart illustrated in FIG. 4, the case where the location information acquisition unit 14 acquires map data is described as an example, but even when the location information acquisition unit 14 acquires traffic information, processing is performed in the same manner as map data. It is possible. FIG. 8 is an image diagram of processing using traffic information by the entry avoidance control device 1. FIG. 8 exemplifies a case where a vehicle at position D1 approaches a traffic jam occurring on a highway or the like. At least when the vehicle reaches the position D1, the first use determination unit 15 and the second use determination unit 16 have high reliability of the traffic information and current location information because the reliability of the current location information is high. It shall be judged that it can be used. When the future position D2 of the vehicle predicted by the position prediction unit 13 is located at the end of the traffic jam indicated by the traffic information when the vehicle reaches the position D1, the control start determination is performed. The unit 17 instructs the brake control system 29 to perform an automatic brake operation. Thus, the vehicle can be stopped without entering the "the place where the vehicle should not enter" which is the rearmost vehicle. Also in this case, the control start determination unit 17 may instruct the steering device 30 or both of the brake control system 29 and the steering device 30 to automatically control the vehicle.

As described above, the entry avoidance control device 1 determines whether the present position information, the map data and the traffic information can be used to predict the future position of the vehicle based on the respective reliabilities, and When the future position is at "a place where the vehicle should not enter", an automatic brake operation or an automatic handle operation is instructed. The entrance avoidance control device 1 uses the reliable current position information, map data and traffic information for processing, so that the vehicle should not enter without analyzing the actual situation around the vehicle in detail using a camera. The vehicle can be controlled so that the vehicle does not enter the place.
In addition, as compared with the current position information, the map data and the traffic information, there is no particular need to determine the reliability because the error etc. which may occur in the travel information is slight.

FIG. 9 is a diagram showing a modification of the entry avoidance control device 1 further including a position correction unit 18 and a warning unit 19 in addition to the configuration shown in FIG.
When the position correction unit 18 determines that the first use determination unit 15 can not use the current position information acquired by the position acquisition unit 10, the position correction unit 18 uses image information around the vehicle captured by a camera (not shown), The current position information acquired by the position acquisition unit 10 is corrected. The position correction unit 18 outputs the corrected current position information to the position prediction unit 13, and the position prediction unit 13 predicts the future position of the vehicle using the corrected current position information. When the current position information is corrected by the position correction unit 18, the corrected first position information is determined to be usable by the first use determination unit 15.

The position correction unit 18 analyzes, for example, image information around the vehicle to detect an object whose position is fixed, such as a traffic light or a wall of a building. Then, the position correction unit 18 calculates the relative positional relationship between the object and the vehicle. When position information such as a traffic light or a wall of a building is included in the map data, the position correction unit 18 can calculate the position of the vehicle using the position information and the calculated relative positional relationship. . In this way, even if the index of the reliability of the current position information is less than the first threshold, the position prediction unit 13 uses the current position information corrected by the position correction unit 18 to determine the future of the appropriate vehicle. The position can be predicted.
In addition, a camera for photographing the periphery of the vehicle only needs to be able to create image information to the extent that the relative positional relationship between the vehicle and other objects can be understood, for example creating image information to the extent that the guide plate and signs can be recognized. It does not have to be a high-performance camera.

  When the control start determination unit 17 outputs a control signal, the warning unit 19 outputs a signal instructing a speaker (not shown) to output a warning sound, or a signal instructing a display (not shown) to display a warning image. . The warning unit 19 creates an image signal indicating a warning image as shown, for example, in FIGS. 10A to 10D, and outputs the image signal to a display (not shown). 10A corresponds to the situation shown in FIG. 5, FIG. 10B corresponds to the situation located on the shoulder of the road out of which is shown in FIG. 6, FIG. 10C corresponds to the situation shown in FIG. 10D corresponds to the situation shown in FIG. As a result, the passenger of the vehicle can easily know under what conditions the vehicle is.

  In the above, it is assumed that the position prediction unit 13 calculates the speed of the vehicle using the vehicle speed information detected by a vehicle speed sensor (not shown) and the diameter of the tire wheel. However, the position prediction unit 13 periodically acquires current position information from the position acquisition unit 10 and stores the information, and using two current position information with different acquisition timings, the difference between the position and the two current position information The speed of the vehicle may be calculated from the difference in acquisition timing. Alternatively, the position prediction unit 13 may calculate the speed of the vehicle using the detection result of the acceleration sensor.

In the above, the case where the entry avoidance control device 1 is built in the on-vehicle information device 20 such as a car navigation device has been shown. However, the position acquisition unit 10, the vehicle state acquisition unit 11, the vehicle information acquisition unit 12, the position prediction unit 13, the location information acquisition unit 14, the first use determination unit 15, and the second use determination unit 16 included in the entry avoidance control device 1 The control start determination unit 17, the position correction unit 18, and the warning unit 19 may be built in a server outside the vehicle. In this case, when the server transmits and receives information to and from the on-board information device 20, the vehicle system 24, the brake control system 29, and the steering device 30 provided in the vehicle, the vehicle enters a "place where the vehicle should not enter". You may be instructed to do so remotely.
Also, the position acquisition unit 10, the vehicle state acquisition unit 11, the vehicle information acquisition unit 12, the position prediction unit 13, the location information acquisition unit 14, the first usage determination unit 15, the second usage determination unit 16, and the control start determination unit 17, Furthermore, the position correction unit 18 and the warning unit 19 may be built in a portable terminal brought into the vehicle such as a smartphone and a tablet terminal, and the portable terminal may function as the entry avoidance control device 1.

  In addition, as shown in FIG. 11, the position acquisition unit 10 and the vehicle are linked in such a way that information can be transmitted and received between the on-vehicle information device 20, the server 40 outside the vehicle, and the portable terminal 50 brought into the vehicle. State acquisition unit 11, vehicle information acquisition unit 12, position prediction unit 13, location information acquisition unit 14, first use determination unit 15, second use determination unit 16, control start determination unit 17, position correction unit 18 and warning The unit 19 may be distributed to the on-vehicle information device 20, the server 40 outside the vehicle, and the portable terminal 50 brought into the vehicle. In this case, the on-vehicle information device 20, the server 40, and the portable terminal 50 constitute the entry avoidance control device 1.

  As described above, according to the entry avoidance control device 1 according to the first embodiment, the vehicle can enter without using a camera by using reliable current position information, map data, and traffic information for processing. The vehicle can be controlled so that the vehicle does not enter the place where it should not be. Therefore, there is no need to provide a high-performance camera for image recognition of the guide plate, the sign and the like. In addition, when controlling a vehicle using such a camera, when traveling on a road on which there is nothing to be an object of image recognition such as a guide plate and a sign, which place should not enter the vehicle It can not be determined in the first place if it corresponds to "place". On the other hand, since the entry avoidance control device 1 according to the first embodiment uses map data or traffic information, it does not matter which location the vehicle should enter, even if it is traveling on a road without a guide plate, a sign, etc. It is possible to determine if it corresponds to a place that is not.

  Further, the vehicle information acquisition unit 12 acquires the vehicle speed information detected by the vehicle speed sensor as the traveling information. Thus, the position prediction unit 13 can use the more accurate speed of the vehicle for processing as compared with the speed of the vehicle calculated using two pieces of current position information at different acquisition timings. The position can be predicted more properly.

  In addition, when the first use determination unit 15 determines that the current position information is not usable, the position correction unit corrects the current position information acquired by the position acquisition unit 10 using the image information of the vehicle periphery captured by the camera. The position prediction unit 13 predicts the future position of the vehicle using the current position information acquired by the position acquisition unit 10 and corrected by the position correction unit 18. Thereby, even if the reliability of the current position information acquired by the position acquisition unit 10 is low, the position prediction unit 13 appropriately uses the current position information corrected by the position correction unit 18 to appropriately set the future position of the vehicle. It can be predicted.

  In addition, the location information acquisition unit 14 acquires map data or traffic information. As a result, it is determined that "the place where the vehicle should not enter", such as the opposite lane of the alley, the opposite lane, the building, or the last vehicle of the traffic jam.

  Further, when the control start determination unit 17 outputs a control signal, the control unit 19 is provided with a warning unit 19 that outputs a warning sound or a signal instructing to display a warning image. As a result, the passenger of the vehicle can easily know under what conditions the vehicle is.

  In the present invention, within the scope of the invention, modifications of optional components of the embodiment or omission of optional components of the embodiment is possible.

  As described above, the entry avoidance control device according to the present invention can control the vehicle so that the vehicle does not enter "a place where the vehicle should not enter" even without using a camera. , It is particularly suitable for use in vehicles not equipped with a camera.

  Reference Signs List 1 entrance avoidance control device, 10 position acquisition unit, 11 vehicle state acquisition unit, 12 vehicle information acquisition unit, 13 position prediction unit, 14 location information acquisition unit, 15 first use determination unit, 16 second use determination unit, 17 control Start judgment unit, 18 position correction unit, 19 warning unit, 20 vehicle information equipment, 21a GNSS receiver, 21b GNSS antenna, 22 sensors, 23 vehicle information acquisition circuit, 24 vehicle system, 25 map acquisition circuit, 26 memory, 27 traffic Information acquisition circuit, 28 IF circuit, 29 brake control system, 30 steering device, 40 servers, 50 portable terminals, 101 processing circuits, 102 memories, 103 CPUs.

Claims (6)

A position acquisition unit that acquires current position information of the vehicle;
A travel information acquisition unit that acquires travel information on travel of the vehicle;
A position prediction unit that predicts the future position of the vehicle using the current position information acquired by the position acquisition unit and the traveling information acquired by the traveling information acquisition unit;
A location information acquisition unit that acquires location information including road conditions around the current position of the vehicle;
A first use determination unit that determines availability of the current position information based on the reliability of the current position information acquired by the position acquisition unit;
A second use determination unit that determines availability of the location information based on the reliability of the location information acquired by the location information acquisition unit;
When the first use determination unit determines that the current position information is usable, and the second use determination unit determines that the place information is usable, the future of the vehicle predicted by the position prediction unit Control is started based on the location information acquired by the location information acquisition unit, and when the vehicle is located at a place where the vehicle should not enter, control is started to output a control signal instructing automatic braking operation or automatic steering wheel operation An entrance avoidance control device comprising: a determination unit.   The entrance avoidance control device according to claim 1, wherein the traveling information acquisition unit acquires vehicle speed information detected by a vehicle speed sensor as traveling information. A position correction unit configured to correct current position information acquired by the position acquisition unit using image information around the vehicle captured by a camera when the first use determination unit determines that the current position information is unusable; Equipped
The entrance avoidance control device according to claim 1, wherein the position prediction unit predicts the future position of the vehicle using the current position information acquired by the position acquisition unit and corrected by the position correction unit. .   The entrance avoidance control device according to claim 1, wherein the location information acquisition unit acquires map data or traffic information.   The entrance avoidance control device according to claim 1, further comprising: a warning unit that outputs a signal for instructing output of a warning sound or display of a warning image when the control start determination unit outputs a control signal. A position acquisition step in which the position acquisition unit acquires current position information of the vehicle;
A travel information acquisition step of acquiring travel information on travel of the vehicle by the travel information acquisition unit;
A position predicting step of predicting a future position of the vehicle using the current position information acquired in the position acquiring step and the traveling information acquired in the traveling information acquiring step;
A location information acquisition step of acquiring location information including a road condition around the current position of the vehicle;
A first use determining step of determining availability of the current position information based on the reliability of the current position information obtained in the position obtaining step;
A second use determining step of determining whether or not the place information is usable based on the reliability of the place information acquired in the place information acquiring step;
The control start determination unit determines that the current position information is available in the first use determination step, and determines that the location information is available in the second use determination step, and the position prediction step is performed. If the future position of the vehicle predicted in is determined to be at a place where the vehicle should not enter, determined based on the location information acquired in the location information acquisition step, the automatic braking operation or the automatic steering wheel operation is And a control start determination step of outputting a control signal to instruct.

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